Mapua Institute of Technology Muralla st, Intramuros Manila

Ce127-C1 Research 1

Submitted by Galvez Ralph Marrion A.

Tdm

Traffic demand management (TDM) (sometimes known as mobility management) covers a range of measures aimed at reducing the adverse impacts of car use. They are complementary measures to spatial planning (and vice versa). TDM deserve distinct detailed coverage - this is a wide topic area and there are a number of further resources available that cover some of the issues (for example Leeds Universitys KonSULT database, the VTPIs Online TDM Encyclopedia and Oxford Universitys IMPACT database). The commentary here is necessarily brief, in the context of supporting mechanisms to spatial policy. There are often overlaps in definition (TDM measures sometimes include land use planning; many of the organisational/behavioural change measures, and wider, are known as smarter choice soft measures (after Cairns et al, 2004). For the purpose of this guide, we structure discussion of TDM interventions as below. Organisational and operational Travel plans (workplace, school, residential, areawide), personalised travel planning. Car pooling, car sharing and car clubs. Company work hours, flexible-working, home working. Home retailing and delivery. Tele-activities and interaction. Marketing/media campaigns. Transport optimisation, peak congestion avoidance. Slower speeds and ecological driving styles. Financial Pricing regimes, including (where applicable) road user cordon charging, area-licensing schemes, continuous charging. Vehicle ownership taxes. Public transport investment/subsidy. Parking charges. Bicycle investment/subsidy. Infrastructure Improved public transport facilities, including (where applicable) National Rail, Underground, light and ultra light rapid transit, guided bus and bus, etc.

Demand responsive transport. Park and ride. Improved walking and cycling facilities. Road space re-allocation and priority, traffic calming, access control and restrictions. Streetscape design. Parking (discussed as a distinct topic in theme 11). Key Questions 1. To what extent can traffic demand management influence travel behaviour? TDM measures, including smarter choice behavioural measures, may have more scope to influence travel behaviour than is commonly assumed (Cairns et al, 2004; Goodwin et al, 2004). The evidence suggests that, within 10 years, smarter choice measures have the potential to reduce national traffic levels by around 11% (Cairns et al, 2004; Cairns et al, 2008). The right support and policy context is, of course, critical to resulting travel changes including infrastructure provision, etc. Demographic factors and income are key drivers of behavioural change but are exogenous factors beyond the scope of TDM policy interventions. Travel plans and personalised travel planning are one of the few tools that can influence behaviour in the existing land use stock. There are also evolving issues over translating the success of smarter choice measures to the wider market, i.e. beyond the cohort that show propensity to change, and in further understanding the rationales for mobilities and travel behaviours. Significant behavioural changes have been observed in the UK Sustainable Travel Demonstration Towns as a result of packages of soft measures. These changes included increases in public transport trips (13-22%), walking trips (17-29%), cycling (25-79%) and a decrease in car trips (11-13%). Selective Policy Guidance Show

Transportation management associations: leverage public and private funds to increase the use of

ridesharing and other commuting options that reduce traffic congestion and improve air quality Including or improving pedestrian-oriented design elements, such as short pedestrian crossings, wide sidewalks and street trees. Requiring users of parking to pay the costs directly, as opposed to sharing the costs indirectly with others through increased rents and tax subsidies. Including and improving public transportation infrastructure, such as subway entrances, bus stops and routes. Subsidizing transit costs for employees or residents. Bicycle-friendly facilities and environments, including secure bike storage areas and showers. See Bicycle transportation engineering Providing active transportation (AT) facilities including bike lanes and multi-use trails. Providing traveler information tools, including intelligent transportation system improvements, mobile and social applications, wayfinding tools, and other methods for promoting non-SOV modes Flex-time work schedules with employers to reduce congestion at peak times Road pricing tolls during peak hours. Road space rationing by restricting travel based on license plate number, at certain times and places. Workplace travel plans Roadspace reallocation, aiming to re-balance provision between private cars which often predominate due to high spatial allocations for roadside parking, and for sustainable modes. Time, distance and place (TDP) road pricing, where road users are charged based on when, where and how much they drive. Some transportation experts believe TDP pricing is an integral part of the next generation in transportation demand management.

Tsm Advanced Traffic Management Systems Advanced traffic management systems (ATMS) seek to reduce, or at least contain, traffic congestion in urban environments by improving the efficiency of utilization of existing infrastructures. These systems typically seek solutions to congestion problems occurring on urban freeways and surface streets through the deployment of state-of-the-art sensing, communications, and data-processing technologies. Problems considered include both congestion caused by regular traffic patterns (congestion management systems) and traffic problems caused by stalled vehicles or other unpredictable incidents (incident management systems). ATMS typically attempt to take advantage of information that can be provided by roadside traffic sensors. These systems typically attempt to use available traffic information to develop optimal traffic control strategies addressing traffic needs at a single intersection, along an arterial or freeway, along a given corridor, or throughout a given area. Real-time solutions capable of automatically adjusting to changes in traffic conditions are often sought. These systems also frequently rely on variable message signs or other information dissemination technologies to provide relevant traffic information and travel recommendations to travelers. As urban populations expand and city roads become increasingly congested, city planners need comprehensive urban development and transport policies to address deep-seated social and demographic change. Effective policies must meet multiple objectives: - Strike a balance between different modes of transport: pedestrians, bicycles, motorcycles, cars and

public transport, - Provide security, safety and optimum service for transport system users, - Maintain the mobility that drives economic development, - Reduce urban pollution caused by motor vehicles. Alongside longer-term solutions such as upgrading public transport systems and introducing city centre road toll systems,high-performance traffic management systems can be crucial to the success of a city planning and transportation policy. Thales brings to the table more than 35 years of experience as a designer of centralised traffic management systems for urban and suburban areas. Drawing on extensive know-how in system engineering and integration, Thales develops flexible, turnkey traffic management solutions and supports customers at every stage from concept design to system deployment. Thales systems and solutions provide operators with easy access to the data they need to ensure troublefree operation and monitor system performance at all times. Advantages of the Thales Traffic Management Solution: - Improved safety for travellers Better traffic control for improved road safety and shorter response times by emergency services - Shorter travel times in urban areas Smoother traffic flows and shorter public transport journey times - Less pollution Lower fuel consumption and less environmental impact - User information Accurate, reliable user information to improve the travel experience.

Intelligent transport system Intelligent transport systems (ITS) are advanced applications which, without embodying intelligence as such, aim to provide innovative services relating to different modes of transport and traffic management and enable various users to be better informed and make safer, more coordinated, and 'smarter' use of transport networks. Although ITS may refer to all modes of transport, EU Directive 2010/40/EU of 7 July 2010 on the framework for the deployment of intelligent transport systems in the field of road transport and for interfaces with other modes of transport defines ITS as systems in which information and communication technologies are applied in the field of road transport, including infrastructure, vehicles and users, and in traffic management and mobility management, as well as for interfaces with other modes of transport.

TIA A traffic impact analysis is a study which assesses the effects that a particular developments traffic will have on the transportation network in the community. These studies vary in their range of detail and complexity depending on the type, size and location of the development. Traffic impact studies should accompany developments which have the potential to impact the transportation network. They are important in assisting public agencies in making land use decisions. These studies can be used to help evaluate whether the development is appropriate for a site and what type of transportation improvements may be necessary. Traffic impact studies help communities to:

Forecast additional traffic associated with new development, based on accepted practices. Determine the improvements that are necessary to accommodate the new development. Assist communities in land use decision making. Assist in allocating scarce resources to areas which need improvements Identify potential problems with the proposed development which may influence the developers decision to pursue it. Allow the community to assess the impacts that a proposed development may have. Help to ensure safe and reasonable traffic conditions on streets after the development is complete. Reduce the negative impacts created by developments by helping to ensure that the transportation network can accommodate the development. Provide direction to community decision makers and developers of expected impacts. Protect the substantial community investment in the street system.

Traffic impact analysis is only one component of the larger transportation puzzle. In addition, large communities in particular will need to determine appropriate mixes of transportation modes, including public transit options. Community growth pat-terns and characteristics can be substantially affected by highway expansion or re-alignment decisions made at state or federal levels. Traffic impact analysis is focused on the effects of a particular set of developments, but may provide information relevant to these broader plans and decisions. Traffic impact studies should be used as one piece of several kinds of information to judge the suitability of development from a transportation standpoint. A traffic impact study is not necessary for every development. Those developments that are unlikely to

generate significant traffic generally do not need a traffic impact assessment. When does a development warrant a traffic impact assessment? One of the approaches for determining whether a traffic impact analysis should be required for a proposed development is the use of trip generation data. The trip generation of a pro-posed development is essentially the number of inbound and outbound vehicle trips that are expected to be generated by the development during an average day or during peak hour traffic. The process outlined in this chapter entails calculating the expected trip generation of the proposed development and comparing it to accepted thresholds to determine whether the comprehensive traffic analysis is needed. A comprehensive traffic impact analysis procedure is beyond the scope of this workbook; however the workbook does describe the impacts that should be included in a full study. Generally, a comprehensive traffic analysis should be completed whenever a development is expected to generate 100 or more new inbound or outbound trips during the peak hours (ITE recommended practice). Developments containing about 150 single-family homes, 220 multi-family units, 55,000 square feet of general office space or a 15,500 square foot shopping center would be expected to generate this level of traffic and hence, require a complete traffic analysis. The trip generation process provides an estimate of the number of trips that will be generated due to the new development. Trip generation rates are then applied to the various land uses within the development. The ITE trip generation manual is based on hundreds of trip generation surveys nationwide for a range of land use types. It is the most commonly accepted data source for trip generation rates. Generally, examining those numbers based on the peak-hour conditions are used in traffic assessments. An analysis of peak-hour

conditions results in a more accurate identification of site traffic impacts. Table 3.1 provides some examples of developments which would require a traffic impact analysis according to the thresholds recommended by ITE. Transport survey A travel survey (or travel diary or travel behavior inventory) is a survey of individual travel behavior. Most surveys collect information about an individual (socio-economic, demographic, etc.), their household (size, structure, relationships), their vehicle (age, make, model) and a diary of their journeys on a given day (their start and end location, start and end time, mode of travel, accompanyment and purpose of travel). Major travel surveys are conducted in metropolitan areas typically once a decade. Some regions, notably metropolitan Seattle, Washington conduct a panel survey, which interviews the same people year after year, to see how their particular behavior evolves over time. Queue System Queueing is the study of traffic behavior near a certain section where demand exceeds available capacity. Queues can be seen in many common situations: boarding a bus or train or plane, freeway bottlenecks, shopping checkout, exiting a doorway at the end of class, waiting for a computer in the lab, a hamburger at McDonalds, or a haircut at the barber. In transportation engineering, queueing can occur at red lights, stop signs, bottlenecks, or any design-based or traffic-based flow constriction. When not dealt with properly, queues can result in severe network congestion or "gridlock" conditions, therefore making them something important to be studied and understood by engineers.

For Roads: Geometric Bottlenecks (lane drops, hard curves, hills) Accidents and Incidents Traffic Signals and Intersection Controls At-Grade Crossings with other Modes (Railroad crossings, drawbridges, etc.) Toll Booths Ramp Meters "Gawker" Effect Inclement Weather For Trains and Transit:

Platform Capacities Fare Gates Ticket Windows/Ticket Machines Minimum Safe Separation for Trains Security Checkpoints Efficiency of Trains Entering and Leaving Station (number of tracks, switches, etc.) For Aviation and Airports:

Runways Designated Minimum Safe Following Distances for Planes (by government) Physical Minimum Safe Following Distance for Planes (creation of turbulence, etc.) Available Airspace for Approaches and Departures Ticketing Counters/Check-in Procedures Security Checkpoints Baggage Systems Terminal Capacity for Planes Internal Terminal Capacity for Passengers Inclement Weather For Water and Maritime:

Locks and Dams

Port Capacities Minimum "Safe" Distances (determined by government and physics) Inclement Weather For Space Flight:

Launch Capacity Minimum Spacings between Orbital Vehicles Inclement Weather on Earth Unfavorable Celestial Conditions 4 step model

Within the rational planning framework, transportation forecasts have traditionally followed the sequential four-step model or urban transportation planning (UTP) procedure, first implemented on mainframe computers in the 1950s at the Detroit Metropolitan Area Traffic Study and Chicago Area Transportation Study (CATS). Land use forecasting starts the process. Typically, forecasts are made for the region as a whole, e.g., of population growth. Such forecasts provide control totals for the local land use analysis. Typically, the region is divided into zones and by trend or regression analysis, the population and employment are determined for each. The four steps of the classical urban transportation planning system model are:

Trip generation determines the frequency of origins or destinations of trips in each zone by trip purpose, as a function of land uses and household demographics, and other socio-economic factors. Trip distribution matches origins with destinations, often using a gravity model function, equivalent to an entropy maximizing model. Older models include the fratar model.

Mode choice computes the proportion of trips between each origin and destination that use a particular transportation mode. (This modal model may be of the logit form, developed by Nobel Prize winner Daniel McFadden.) Route assignment allocates trips between an origin and destination by a particular mode to a route. Often (for highway route assignment) Wardrop's principle of user equilibrium is applied (equivalent to a Nash equilibrium), wherein each driver (or group) chooses the shortest (travel time) path, subject to every other driver doing the same. The difficulty is that travel times are a function of demand, while demand is a function of travel time, the so-called bi-level problem. Another approach is to use the Stackelberg competition model, where users ("followers") respond to the actions of a "leader", in this case for example a traffic manager. This leader anticipates on the response of the followers. After the classical model, there is an evaluation according to an agreed set of decision criteria and parameters. A typical criterion is cost-benefit analysis. Such analysis might be applied after the network assignment model identifies needed capacity: is such capacity worthwhile? In addition to identifying the forecasting and decision steps as additional steps in the process, it is important to note that forecasting and decision-making permeate each step in the UTP process. Planning deals with the future, and it is forecasting dependent.

Transportation Planning Transportation planning, or transport planning, has historically followed the rational planning model of defining goals and objectives, identifying problems, generating alternatives, evaluating alternatives, and developing plans. Other models for planning

include rational actor, transit oriented development,satisficing, incremental planning, organizational process, and political bargaining. However, planners are increasingly expected to adopt a multi-disciplinary approach, especially due to the rising importance of environmentalism. For example, the use of behavioural psychology to persuade drivers to abandon their automobiles and use public transport instead. The role of the transport planner is shifting from technical analysis to promoting sustainability through integrated transport policies. Most regional transport planners employ what is called the rational model of planning. The model views planning as a logical and technical process that uses the analysis of quantitative data to decide how to best invest resources in new and existing transport infrastructure.[10] Since World War II, this attitude in planning has resulted in the widespread use of travel modelling as a key component of regional transport planning. The models rise in popularity can also be attributed to a rapid increase in the number of automobiles on the road, widespread suburbanization and a large increase in federal or national government spending upon transport in urban areas. All of these phenomena dominated the planning culture in the late 1940s, 1950s and 1960s. Regional transport planning was needed because increasingly cities werent just cities anymore, but parts of a complex regional system.[11]

Level of Service Level of service (LOS) is a measure used by traffic engineers to determine the effectiveness of elements of transportation infrastructure. LOS is most commonly

used to analyze highways by categorizing traffic flow with corresponding safe driving conditions. The concept has also been applied to intersections, transit, potable water, sanitary sewer service, solid waste removal, drainage, and public open space and recreation facilities. Pavement engineering Pavement engineering is a branch of civil engineering that uses engineering techniques to design and maintain flexible (asphalt) and rigid (concrete) pavements. This includes streets and highways and involves knowledge of soils, hydraulics, and material properties. Pavement engineering involves new construction as well as rehabilitation and maintenance of existing pavements. Maintenance often involves using engineering judgment to make maintenance repairs with the highest long-term benefit and lowest cost. The Pavement Condition Index (PCI) is an example of an engineering approach applied to existing pavements. Another example is the use of a falling weight deflectometer (FWD) to non-destructively test existing pavements. Calculation of pavement layer strengths can be performed from the resulting deflection data.